Speed sensitive governor



Nov. 23, 1943.

7 J. w. MARSH S PEED SENSITIVE GOVERNOR Original Filed March 14, 1940 NW a John w. Marsh,

Patented Nov. 23, 1943 UNITED STATES PATENT, OFFICE Y I 2,334,720

SPEED SENSITIVE GOVERNOR John W. Marsh, United States Army,

Washington, D. C.

Continuation of application Serial No. 324,002,

March 14, 1940.

This application September (Granted under the act of March 3, 1883, as amended April 30, 1928; 370 0. G. 757) The invention described herein may be manufactured and used by or for the Government for governmental purposes, without payment to me of any royalty thereon.

This application is a continuation of my pending application entitled Speed sensitive gover nor, filed March 14, 1940, Serial-No. 324,002, and the-invention forming the subject-matter thereof relates to speed sensitivegovernors for internal combustion engines and the like.

Heretofore mechanical governors have been capable of limiting engine speed to a predetermined maximum and have been effective only at the engine speed which is required to rotate the governor weights at a speed developing sufiicient centrifugal forceto overcome the resistance of the engine throttle. It is desirable to provide control of engine speed over the entire speed range of the engine. Such control will permit ing the governor mechanism through a controllaapplication of load to the engine without manual '20 manipulation of the throttle, without stalling the engine when load is applied and without the necessity for operating the engine as the load is applied, at a speed deleterious to the clutching mechanism. Such control will also provide uniform engine speed,-underthe control of the operator, regardless of variations in load.

The primary object of the present invention is to devise a practical and effective governor which will regulate the speed of a throttle controlled engine to any desired speed regardless of the load, within the capacity of the engine.

Another object of this invention is to provide a governor acting directly on the engine throttle so that the operation of secondary mechanism, dependent upon throttle operation, is not disturbed and operates as intended. h

It is a further objectof this invention to provide a device to actuate any secondary mechanism at any operatively determined rotative speed of the primary mechanism.

Other objects oi this invention are to provide a governor assembly wherein the drive between the driving and driven shafts is normally disrupted but automatically established under operating conditions of the engine with which the governoris associated, thus eliminating load conditions within the governor assembly during idle periods of the engine; to provide a governor assembly afiording'a positive control for each of the axially movable friction wheels on the driving and driven shafts; and to provide a governor mechanism in ble variable speed ratio changing mechanism, and will be apparent from the following description in conjunction with the accompanying drawing, and in the appended claims.

In the accompanying drawing, wherein like characters are employed to designate corresponding parts, Figure 1 is a longitudinal, partially sectional view, through a form of governing device accomplishing the objects of this invention. This figure illustrates the two elements required, to

.wit: A, a variable speed ratio changing mecha-' nism, and B, a centrifugal governing mechanism. Figure 2 is a transverse partially sectional view through line 2-2 on Figure 1. This figure illustrates the structure of the manual control mechanism of the variable speed ratio changing mechanism A. Figure 3 is a transverse sectional View through line 3-3 .of Figure 1, and illustrates the infinitely variable speed. ratio changing device of mechanism A.

These mechanisms are, in the form shown, contained in a common housing I. Shaft 2 is intended to be/driven by the engine to be governed, at at speed proportionate to the engine speed. A

I pair of cones, 4 and 5, are slidably mounted on the splined portion 3 of shaft 2. Gone 4 is journaled in extension 8 of cover 1, secured to housing I, this mounting being such as to resist axial movement of cone 4 towards cover 1. Cone 8 is journaled in piston 8, the mounting being such that cone 5 and piston 8 coact axially. Piston 8 is slidably mounted in cavity 9 of housing I, and in axial alignment with extension 8 and shaft 2. Conduit i0 is intended to connect cavity 9 with a pressure lubricating system such as that of the engine, so that lubricating fluid pressure is maintained in cavityS and against piston 8, urging piston 8 and cone 5 towards cone 4.

Shaft l l is positioned parallel to shaft 2, journaled in housing I at l2 and provided with splines [3. A pair of cones, l4 and I5, are slidably mounted on the splined portion l3 of shaft. Cone I5 is journaled in housing I, this mounting being such as to resist axial. movement of cone l5 towards the governing mechanism B. Cone. i4

which the controlled fluid also supplies the requiis joumaled in piston It, the mounting being such that cone l4 and piston I8 coact axially. Piston I5 is slidably mounted in cavity I! in housing I, and'in axial alignment with shaft H.

Shaft i8 is suitably mounted in housing I, transversely to shafts 2 and H, and having arm I! muredthereto withincavity l1, positioned 2 I 2,334,720 to engage surface20 of piston I6. Manual operating lever 2| is secured to shaft I8 external to housing I, and coacts with shaft I8 and arm I9 to urge piston I6 and cone I4 towards cone I5.

Ring 22 is mounted between cones 4, I4 and 5,

I5. An opening 23 is provided in housing I for the insertion of ring. 22, and closed by cover 24 secured to housing I.

The operation of the speed changing mechanism A is as follows:

of weights 29, 30, through arms 33, 39, urges collar 3| and plunger 34 away from the speed change ratio changing mechanism A, and by the escape Pressure of lubricatingfiuid in cavity 9, against piston 8, urges cone 5 axially towards cone 4, and by the wedging action of the opposed cones, produces contact between the inner edges of the ring 22 and the conical surfaces of cones 4 and 5. Fluid pressure on piston 8 continues to urge cone 5 axially towards cone 4, and ring22 to the outer peripheries of cones 4 and 5 and to the inner peripheries of cones I4 and I5, thus urging cone I4 axially away from cone I5, until the limit of axial travel of cone I4 and piston I6, as determined by the position of arm I9, is reached, and gripping contact is produced between the inner edges of ring 22 and the conical surfaces of cones I4 and I5 and between the conical surfaces of cones 4 and 5. Rotation of shaft 2 is transmitted through splines 3 to cones 4 and 5, thence, by gripping contact between cones 4 and 5 and the inner edges of ring 22, to ring 22, thence, by gripping contact between the inner edges of ring 22 and cones I4 and I 5, and splines I3, to shaft II. The rotative speed of shaft I I relative to shaft 2 is determined by the position of the ring 22 on the conical surfaces of cones 4, 5 and I4, I5", which position is determined by the axial positioning of cones 4, 5 and I4, I5. This axial positioning is determined by the position of arm I9, which limits the axial movement of piston I 6 and cone I4 journaled therein.

\ When manual operating lever 2| and arm I9 are moved away from the governor mechanism B, the contact edges of ring 22 assume a position towards the inner peripheries of cones I4 and I5 and towards the outer peripheries of cones 4 and 5, and shaft II is rotated at a speed relatively greater than that of shaft 2. When manual operating lever 2| and arm I9 are moved towards governor mechanism. B, the contact edges of ring 22 assume a position towards the outer peripheries of cones I4 and I5 and towardsthe inner peripheries of cones 4 and 5, and shaft II is rotated at a speed relatively less than that of shaft 2. Thus it will be seen that any rotative speed ratio between shafts 2 and II, within the limits of the mechanism, can be obtained by the manual operation of lever 2| and the resultant position of army I9.

In the centrifugal governor mechanism B, a

plurality of arms 25, 26, is secured to shaft II and provided withpins 21, 28. Weights 29, 3|)

are pivotally mounted on pins- 21, 28, and positioned relative thereto so, that the rotation of weights 29, 30 about shaft I I causes centrifugal angular movement of weights 29, 30.about pins Collar 3| is slidablymounted on extension 32 of shaft II, and journaledwithin collar 33 of plunger 34 so as to coact. axially with plunger 34. Plunger 34 is. slidably mounted within extension 35 of cover 36, which is secured to housing I. Spring 31 is mounted between collar 33 and cover 36 urging plunger 34 and collar "3| towards the speed changing mechanism A. Arms 38, 39 are secured to weights 29, 30, and positioned to engage collar 3|, so that the centrifugal movement of spring 31 against collar 33. Any increase in speed of shaft II produces a centrifugal movement of weights 29, 30 and consequent axial movement of collar 3| and plunger 34 away from the speed changing mechanism A, overcoming the pressure of spring 31 and acting through link 40, urges the throttle mechanism C towards closed position. Any decrease in speed of shaft II permits a centripetal movement of weights 2 9, 39,

.and plunger 34 is urged by spring 31 towards the speed changing mechanism A, and acting through link 40 urges the throttle mechanism 0 towards open position.

The combination of the speed changing mechanism A and the engine governor mechanism B, in the manner disclosed, provides governed regulation of any engine speed within the limits of the engine and mechanism at the will of the operator. Movement of manual control lever 2| away from governor mechanism B, produces a high governor speed relative to engine speed, so that the governor is effective at low engine speed. Movement of manual control lever 2| towards governor mechanism B produces a low governor speed relative to engine speed, so that the governor is efiective at high engine speed. Any intermediate positioning of manual control lever 2| produces a governor speed to control and maintain engine speed according to the manual setting.

It is apparent that the combination of mechanisms disclosed my be applied to all forms of engine and other devices wherein it is desired to operatively regulate speed, or where it is desired to effect the operation of an associated device by the speed of the driving element at any operatively selected speed of the driving element. This inventionmay be embodied in other forms, with other speed ratio changing mechanisms and with other governing mechanisms, without departing from the spirit or essential characteristics thereof. The present embodiment is therefore to be consideredin all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes that come within the means and range of equivalency of the claims are therefore in- .tended to be embraced therein.

Having described my invention, what I claim as new and wish to secure by Letters Patent is: 1. A speed ratio changing device comprising driving and driven shafts, a pair of opposed friction wheels mounted on each of said shafts and rotatable therewith, one wheel of eachpair being movable axially of its shaft, the remaining wheel of each pair being restrained against such mom ment, means coacting with said friction wheels for establishing a normally inoperative driving connection between their respective shafts, said means being both mechanically and hydraulically operable to drive said shafts at selected speed ratios and including a power transmitting ring encircling the shafts and extending between opposed fricticn wheels, mechanically controlled camming means coacting with the axially movable wheel on said driven shaft, said camming means being adjustable for positioning said wheel at different points lengthwise of its shaft to determine the speed of the driven relative to said driving shaft, and hydraulically controlled means con-' nected with the axially movable wheel on said driving shaft and adapted to be actuated by a control fluid, said means in response to a, predetermined' pressure normally prevailing in the control fluid serving to urge the. axially movable wheel on thedriving shaft toward the opposite wheel thereon with sufficient pressure to establish a driving connection between said driving and driven shafts at a'speed ratio determined by the adjustment of said camming means.

.2. A speed ratio changing device comprising a casing, driving and driven shafts rotatably journaled within the casing, a pair of opposed friction wheels mounted on and splined to each of said shafts, one wheel of each pair being movable axially of its shaft, the remaining wheel of each pair being restrained against such movement, means coacting with said wheels for establishing a normally inoperative driving connectionbetweentheir respective shafts, said means being mechanically and hydraulically operable to drive said shafts at' selected speed ratios and including a power transmitting ring encircling the shafts and extending between their opposed wheels, mechanically controlled camming means pivotally mounted within the casing and cooperating with the axially movable wheel onsaid trolled camming means pivotally mounted withinthe casing and cooperating with the axially movable wheel on said driven shaft, said means being driven shaft, said means being manually'adjustable from a point, exterior of the casing for positioning said wheel at different points lengthwise of its shaft to detrminethe speed of said driven relative to said driving shaft, and hydraulically operated means rotatably journaling the axially movable wheel on said driving shaft and adapted,

to be actuated by a control fluid, said means in response to a predetermined pressure normally prevailing in the control fluid serving to urge the axially movable. wheel on the driving shaft toward the opposite wheel thereon with sum'cient pressure to establish a driving connection between said driving and driven shafts at a speed ratio determined by the adjustment of said camming means.

3. A speed ratio changing device comprising a casing. driving and driven shafts rotatably journaled within the casing, a pair of opposed friction wheels mounted on and splined to each of said shafts, one wheel of each pair being movable axially of its shaft, the remaining wheel of ach pair being restrained against such movement, means coacting with said wheels for establishing a. normanually adjustable from a point exterior of the casing for positioning said wheel at different points lengthwise of its shaft to determine the speed of said driven relative to said driving shaft, a hydraulically controlled piston slidably mounted within the casing and adapted to be actuated by a control fluid, said piston rotatably'journaling the axially movable wheel on said driving shaft, whereby said piston in response to a predetermined pressure normally prevailing in the control fluid willurge said axially movable wheel on the driving shaft toward its opposed wheel with sufficient pressure to establish a driving connection between said driving and driven shafts at speed ratios determined by' the adjustment of said camming means.

4. A speed ratio changing device comprising a casing, driving and driven shafts rotatably journaled within the casing, a pair of friction wheels mounted on and splined to each of said shafts, one wheel of each pair being movable axially of its shaft, the remaining wheel of each pair being restrained against such movement, means coacting with said wheels for establishing a normally inoperative driving connection between their respective shafts, said means being mechanically and hydraulically operable to drive said shafts at a selected speed ratio and including a power transmitting ring encircling the shafts and extending between the opposed wheels thereon, a lower cylinder within said casing, a mechanically controlled piston mounted for sliding movement within said cylinder and connected with th axially movable wheel on said driven shaft, camming means pivotally mounted within the casing and coacting with said piston for positioning the axially movable wheel on said driven shaft at different points lengthwise of said shaft to determine the speed of the driven relative to the driving shaft, said means being manually adjustable from a point exterior of the casing, an upper cylinder within said casing, a hydraulically .controlled piston slidable within said cylinder and adapted to be actuated by a control fluid,said

piston rotatably journaling the axially movable driven shafts at speed ratios determined by adjustment of said camming means.

'JOHN W. MARSH. 

